C-130J Emergency Procedures

Evaluation Guide

This is a 135 AS developed reference for selected boldface and non-boldface emergencies, plus a cross-section of general knowledge topics that are frequently covered in ground evals. This text is intended for pilot ground eval preparation and administration. Solutions presented for particular emergency situations and equipment malfunctions represent one approved course for handling the problem—other solutions may exist that may be equally acceptable or preferred. Remember: this document is only a complement to our required flying publications, not a replacement. You’re responsible for its proper use. C130J scenarios that have actually occurred are included at the front of the document.

14 Jan 02

135 AS, MDANG

Baltimore, MD

EPE STUDY GUIDE REVISION HISTORY

1 July 2002Incorporates new –1 changes (as of 1S-48) and 135 AS SOPs (2 May 02)

13 August 2002Incorporates Lessons Learned from Actual C-130J Incidents

20 September 2002TCAS, Right-of-Way Rules AMC SII incorporated

LESSONS LEARNED FROM ACTUAL C130J INCIDENTS

SOFT PANEL OPERATION

Situation: You’re TDY at Davis Monthan AFB and when starting the number 3 engine you do not see a green start light nor do you observe NG increasing. Within seconds of noticing this, you hear the aural tone for an ACAWS advisory and see the message “ENG 3 PNL FAIL.” What course of action should you take?

Solution: Stop the start in accordance with the flight manual (see START MALFUNCTIONS for more discussion on this topic). The condition is a loss of communication between the MC and the #3 engine start switch. The ACAWS crew action directs use of the soft panel and states that the red indicator lights in the fire handle are inoperative. Fire handle functionality is normal and an ACAWS alert of a fire is a valid indication.

What is the guidance regarding use of soft panels in this situation? Where can this guidance be found?

Ans: TO C-130J-1-4, Part 3J and FCIF#02-01-05 (FCB) contain most of the guidance for soft panel use. Stress that aircraft commander’s must exercise judgment when electing to continue with hard panel failures since the use of soft panels may, in certain cases, increase crew workload. If more than two soft panels must be operated for flight, a waiver is required (Annex C, Chap 4). Also emphasize that soft panels, when selected ON, will not be turned off for the remainder of the flight. Even in this example, where the start switch for the remaining engines may be functional, the soft panel should be left ON and used to start all engines (ensures that if #3 must be shutdown, the soft panel will have control for placing the start switch to stop).

Can you attempt to recover hard panel operation? If so, how?

Ans: FCIF #02-01-05 contains guidance on how to recover a hard panel. Leave the soft panel in control through power down; accomplish all normal checklists. Reboot the aircraft and complete all checks through the POWER UP checklist—don’t proceed past this checklist until determining whether the hard panel has regained functionality. Make all hard and soft panel switch selections/settings identical and attempt to turn the soft panel OFF. If a “CHK HARD PNL” or associated hard panel fail/fault message does not appear, press “VERIFY OFF”. This normally indicates that the hard panel has regained its functionality.

Does the “CHK HARD PANEL” message appear every time you attempt to turn a soft panel OFF?

Ans: NO. It only appears when the MC determines that a mismatch between hard and soft panel switch settings/selections exists.

MISSION COMPUTER FAILURE

Situation: While enroute to Bangor, ME at FL 250 above a solid overcast you hear the tone for an ACAWS Caution and observe an “MC 1 Fail” message. At the time, the digital map was displayed on HDD 2 and HDD 1 was in the Nav/Radar format with a flight plan and weather overlay.

What will happen to the presentation on HDD1 and 2 when MC1 Fails? What functionality, if any, is lost when an MC fails?

Ans: HDD2 will automatically present the Engine Display format to alert the crew to the MC1 Fail caution. HDD 1 will remain in the Nav/Radar format but will no longer present weather video (an associated “HDD 1 VIDEO LOST” should appear.

Normally, an MC Fail annunciation indicates one of two things, (1) the MC has failed or (2) the MC has shutdown due to a data bus failure and is no longer controlling its buses. The remaining MC automatically picks up all of the aircraft buses to provide nearly full functionality to the crew (LPCR/Digital Map video will be lost on the respective side). The crew action now includes opening the MC (1 or 2) mechanical circuit breaker on the aft side of FS 245 and the associated ECB via the CNBP. These steps have been added to ensure that, in the remote case of partial MC failures, the partially failed MC will not attempt to regain control of its buses. In addition, the crew action calls for reducing the number of waypoints in the active flight plan to less than 25 (or disable the DIG MAP by pulling ECB 215) and ensuring only one HDD has a flight plan overlay.

A recent incident has brought to light multiple failures that may occur and are not addressed by the flight manual. In one case, following an MC1 Failure, a partial failure of the Left Avionics Data Bus occurred. The resulting ACAWS were numerous and intermittent and the functionality of several components/switches was not intuitive. Changes have been made to the Dash 1 to address the lessons learned following this incident. They pertain to landing gear abnormal operations and may be discussed at this time.

POWER LEVER MANAGEMENT

Situation: You are the PM on a guard lift mission to Pocatello, ID (elevation 4400 feet). Approximately 25 nm east of the field you are cleared for a visual approach. The PF manages the aircraft’s energy poorly and finds him/herself higher than normal and fast when rolling out on final. The PF finally recognizes the problem and aggressively brings the power levers to flight idle and calls for “flaps on speed to 50 percent” while holding the nose up to bleed off airspeed. After setting the flaps to 50, he directs you to lower the gear and run the checklist. While looking down at your checklist, you feel the airplane push over forcefully and begin to shake violently and yaw toward the left and nothing can be heard above the noise of the engines. What do you suspect has happened?

Ans: Most likely, the PF has inadvertently moved the power levers into the ground range and the speed has decreased below 145 KTAS thus allowing the propeller blades to move into the ground range as well. The yawing tendency is most likely the result of the #4 propeller blade angle trailing slightly behind the other three engines and not entering the ground range at the same time. Although the C-130J does possess a physical flight idle “gate”, it is slightly smaller (1/4 inch) than the gate in the C-130 E/H. The smaller gate and the position of the quadrant make it easier for old C-130 pilots to inadvertently move the power levers below FLT IDLE. Recovery is made by advancing all power levers rapidly toward TAKEOFF and maintaining directional control with rudder and aileron.

Does the C-130J have a feature to “lock-out” the BETA range of operation? If so, how and when does it operate?

Ans: NO, it does not have a BETA “lock-out” feature. Anytime the power levers are brought below FLT IDLE and the speed decays to approximately 145 KTAS, the propeller blades can enter the BETA range. If this occurs, depending on the region of flight, the results can vary from aircraft loss to propeller over speed/damage and AC generators tripping off-line. Loss of AC power on the runway results in loss of anti-skid braking. Several appropriate power lever techniques can be discussed. Do not apply a lifting force to the power levers as they are retarded towards flight idle. A micro-switch in the power lever quadrant closes the BETA enable circuit when the power levers are raised over the flight idle gate. One appropriate technique is to exert a small downward force on the power levers as they are moved aft toward flight idle. Also, an open hand technique, where the fingers are not wrapped around the power levers will prevent any tendency to raise the power levers when they are in the flight idle position. As always, plan to stay ahead of the aircraft and manage workload smartly to prevent this from happening.

GENERAL SITUATION

You’re the AC/copilot on a routine “trash hauling” mission originating at Fort Leonard Wood, MO and proceeding to Pope AFB, NC. You have 40,000 lbs of fuel and a total gross weight of 125,000 lbs for takeoff. At Pope you’re scheduled to upload 12 civil engineers and a P-4 fire truck weighing 18,000 lbs. From Pope AFB you’ll proceed to Eglin AFB, FL. Gross weight departing Pope AFB will be 130,000 lbs. From Eglin you’ll return to Martin State with a GW of 105,000 lbs and no cargo or passengers.

APU OPERATION & EMERGENCY SHUTDOWN

Fuel is gravity fed from the #2 main tank to operate the APU

The APU START light should extinguish at approximately 50% RPM.

The APU starter duty cycle is limited to 1 minute on/4 minutes off.

Maximum continuous EGT is 680 C. If EGT exceeds 710 C for longer than 3 seconds, the APU OVERTEMP ACAWS alerts the crew to reduce APU loading.

The APU automatically shuts down for fire, tachometer generator loss, low oil pressure, and APU RPM above 110 percent.

The APU must be on speed and warmed up a minimum of 1 minute (4 minutes for Cold Weather Procedures) before applying a bleed air load.

The APU must be allowed to stabilize a minimum of 1 minute without a bleed air load before placing the APU control switch to STOP.

Inflight use of the APU is limited to AC generator operation. Do not attempt to use APU bleed air during flight.

Situation: You are sitting in the right seat on the flight deck monitoring an Emergency APU Start when you hear the loadmaster shout that flames are visible from the APU door. There is no light in the APU fire handle.

Solution: Perform the BOLDFACE for APU Fire (Even though the APU will normally indicate a fire by a light in the APU fire handle and shut itself down, the APU fire detection system is not powered during an emergency start.)

1. FIRE HANDLE“PULLED” P/CP/LM

When the APU FIRE handle is pulled, the following occurs:

  1. Control power to the APU start circuit is interrupted
  2. APU Fuel supply shut-off valve is closed
  3. APU door closes as RPM decreases to approximately 18%
  4. Extinguishing AGENT switching is available
  5. Fire extinguisher system directional flow valve is positioned

2. AGENT“DISCHARGED” (IF REQUIRED)P/CP/LM

WARNING

The agent should be discharged when the indication continues after the fire handle has been pulled, or if any other indication or malfunction is suspected which requires fire extinguisher agent.

a. If condition persists, wait a minimum of 15 seconds after the first bottle is discharged, and then discharge the remaining bottle.

3. APU bleed air valve switch“Closed”P/CP/LM

4. Ground evacuation procedure“Initiated” (if required)P/CP/LM

START MALFUNCTIONS & PROCEDURES

Scenario: Give one start malfunction that involves a warning and one that involves a caution/advisory. Discuss considerations prior to doing a ground restart.

Start Malfunctions/Engine Malfunctions on the Ground generally fall into two procedural categories: Those requiring engine shutdown via the fire handle and those requiring shutdown via the engine start switch. For all engine ACAWS warnings (ENG X FIRE, ENG X MGT HI, and START VLV X OPEN) pull the FIRE handle first and then place the ENGINE START switch to STOP. (135 AS SOPs) To preempt the HOT START X Caution, if MGT is observed to rapidly increase through the 6 o’clock position (approx 650 degrees C), pull the Fire Handle. For all other engine shutdowns on the ground, including normal shutdowns and for the ACAWS cautions and advisories listed below, place the ENGINE START switch to STOP.

Cautions Using ENGINE START Switch for Shutdown / Advisories Using ENGINE START Switch for Shutdown
ENG X FAIL / ENG X NO LIGHTOFF
ENG X FLAMEOUT / ENG X NO MGT LIMIT
ENG X HP HI (HP above 4850) / ENG X OIL PRESS HI (greater than 80 psi)
ENG X MGT HI (833 C-852 C) / ENG X STAGNATED START (NG did not reach starter cutout speed within 70 secs)
ENG X NO OIL PRESS / NG X HI (between 102%-103% for more than 2 secs)
ENG X OIL PRESS LO / NP X HI (between 101%-106% for more than 2 seconds)
ENG X VIB HI / OIL X IMPENDING BYPASS
GBOX X NO OIL PRESS
GBOX X OIL PRESS HI (greater than 250 PSI and oil temperature is 60 C or above)
GBOX X OIL PRESS LO
HOT START X (MGT is greater than 807 C for 3 seconds or more during start cycle)
NG X OVERSPEED (greater than 103% for more than 2 seconds)
NP X LO (98% or below in at least ground idle)
OIL X HOT (above 93 C or between 86 C and 93 C for more than 5 minutes)
PROP X CNTL LOST
PROP X NO 119% PROTECT (this occurs during ground start if NP is not 0%)

The FADEC automatically aborts the start for the ENG X FLAMEOUT caution, and the ENG X NO LIGHTOFF and the ENG X STAGNATED START advisories. Besides the above cautions/advisories, place the ENGINE START switch to STOP if any of the following conditions are observed:

  1. No NG within 10 secs
  2. No engine oil pressure with 15 secs of NG
  3. No gearbox oil pressure within 15 secs of NP
  4. MGT rapidly approaches or exceeds 807 C for more than 2 seconds. If this temperature limit is exceeded during engine start, an over temperature inspection is required. [135 AS SOPs require the fire handle to be pulled if MGT is observed to rapidly increase through the 6 o’clock position (approx 650 degrees C).]

CAUTIONS

Starting an engine with an inoperative suction boost pump may result in damage to the engine-driven hydraulic pump.

Do not commence a start if MGT is above 175 C. Motor the engine, if necessary, to reduce temperature.

If fuel flow was observed, motor the engine for at least 30 secs prior to attempting a restart.

NOTES

Minimum bleed air pressure for sustaining a start is 22 psi.

Start the engines in HOTEL mode for oil temperatures below 0 C.

If the engines are cold, gearbox oil pressure above 250 PSI is allowed until the engines are warm (above 60 C).

Engine starter duty cycle is 70 seconds on, 60 seconds off for 5 cycles, then a 20 minute cooling time is required.

Do not perform ground engine start if the propeller is turning to enable a successful test of the NP independent overspeed.

Before attempting ground re-starts, wait 30 secs after NG reaches zero to enable a successful test of the NG independent overspeed circuit.

Engine power is limited to idle when oil temperature is less than 0 C and to 1000 HP when engine oil temperature is less than 45 C during ground operation.

TAXI EMERGENCIES/MALFUNCTIONS

GROUND EVACUATION (As per 135 AS SOPs)

Situation: While taxiing using excessive braking, tower calls and advises you that there appears to be smoke coming from the area around your right main wheel well. About the same time, the LM reports, “Pilot, I think we’ve got a wheel well fire on the right side.”

Solution: Stop the airplane and ground egress.

1. Set the parking brake (left side only)(P)

WARNING

If a hot brake is suspected or main wheel well fire exists, set opposite brake only

2. Notify the tower(CP)

2. Open the EMER DEPRESS switch (DUMP)(CP)

4. Pull the engine and APU fire handles(P)

5. Notify crew/passengers to evacuate

the airplane (alarm bell, intercom, etc)(P)

WARNING

Do not approach the main wheel area when extreme temperatures due to excessive braking are suspected. All personnel other than the fire department should evacuate the immediate area. The area on both sides of the wheel will be cleared of personnel and equipment for at least 300 feet. If conditions require personnel to be close to any overheated wheel or tire assembly, the approach should only be from the fore or aft of the wheel area.

6. Turn APU/EXT PWR switch OFF (CP)

7. Turn BTRY switch OFF(CP)

8. If practical, close manual oxygen shutoff valve(LM)

9. Install Chocks (nose gear only)(LM)

WARNING

If a main wheel well fire exists, or if hot brakes are suspected, chock the nose wheel only.

GENERATOR FAILURE

Situation: While taxiing to the runway, you receive a GEN 2 FAIL Caution. Troubleshoot the problem. If the generator does not come back online can you still proceed with your mission according to the Minimum Equipment List? What bus does the #2 generator supply power to? What generator do you expect to take the load if the #2 generator fails?